Passenger Trains > Keystone Corridor Progress???

Last year, I think, the State of Pennsylvania and Amtrak jointly announced au upgrade program for the line between Harrisburg and Philadelphia. Install CWR, remove grade crossings, upgrade passenger stations enroute, etc.

So how's it coming?? Any word??

Thanx in advance. --Billio

All I can report on is Lancaster station upgrades. Elivators were installed to take passengers from street level to the lobby and from the lobby to the platform. The bathroom area was also renovated. Both jobs have been completed and look VERY nice. I recently read that more money from the state is going fully renovate the entire station, including the exterior.

Ridership must be going good, because Amtrak said it would end the Harrisburg bound morning train 605 at the July schedule change if ridership didn't grow. It is in the current schedule, so I assume the train is doing well.

Thats the only info I know, but I would be interested in what else is going on.

-JFolds

I think there is still jointed rail west of Lancaster. The signals and catenary haven't been upgraded, and the 3 grade crossings haven't been closed. Lancaster station has recieved money for some much-needed repair. (it's a beautiful station and was depressing to see it crumbling away.)

Also the Elizabethtown station is supposed to be fixed up, including the station building (only the platforms are currently being used). Mount Joy wants to build a new station a few blocks from their present location, and the Middletown station is supposed to be moved next to Harrisburg Int'l Airport.

ALSO, there are supposed to be refurb. AEM-7's and amfleets to operate on the line, and some talk on cabcars and possibly running into Suburban station in Phila. (I think I have it all covered)

(please correct me if I'm wrong on anything.)

Well, maybe someday...

Zugmann

What was the last train to use the catenary before Amtrak went diesel, and why did they go diesel to begin with?

>What was the last train to use the
>catenary before Amtrak went diesel,
>and why did they go diesel to begin with?

Around 1988 they went diesel because of an alleged shortage of electric engines because of wrecks (no real shortage ever existed - the whole NEC was running off of about 35-40 electric engines at the time of some 65 available - it was a good excuse though - 10 AEM-7's on Metroliners, 15-20 AEM-7's on Conventionals, 10 E60's on Long Distance and Clockers).

An occasional electric is still sent out the line to keep the catenary in use.

BTW, as far as actual upgrades, they have all been DEFERRED due to Acela. A little bit of work was done between Harrisburg and Middletown allowing speeds to be raised to 110 mph there on one track. That's it folks!

When I worked Keystone trains last summer, once in a while, most likely on a Saturday, a Meatball would make an occaisional appearance on the line. As for progress, the track speed between Roy (Middletown) and State (Harrisburg) on No. 2 track has been increased from 90 to 110 MPH. However, this only applies to electric trains. The reason why they don't run electrics (except on rare occaision) is for two reasons: Not enough electric motors (the HHP-8's replaced diesels east of New Haven, not E-60's like they were supposed to), and because the catenary west of Thorndale is reported to be in very bad shape.

As of last summer, jointed rail still exists:

No. 1 track from Overbrook to Narberth, Rosemont to Wayne, and from around MP 60 all the way to Roy interlocking.
No. 2 track from Roy to just east of Lancaster station, plus a short stretch from a point just east of Leaman to just west of Gap.
No. 3 track from Paoli to Overbrook.
No. 4 track from Paoli to Bryn Mawr, and from Narberth to Overbrook.

BTW, in my opinion, Amtrak should buy some of the stored Jersey Arrow II MU's for Keystone service, because it would free up more motors for Corridor duty, and you don't have to turn the trains at Penn Station nor at Harrisburg. Certain rush hour trains can stay locomotive hauled and maybe converted to electric push/pull. Otherwise a 2- or 4-car MU set is perfect for such operation. Ironically, Arrow II's were used on Keystone Service trains in the 1970's before Amtrak bumped Metroliner MU's on to the line.

Does this mean that Amtrak used the money Pennsylvania state gave them for upgrades on the NEC?

If anybody can give me a heads up on when Amtrak is sending an electric down the line, that would me much appreciated :)

-JFolds

Let me get this straight- The Keystone Corridor is already electified, but in poor shape and they don't run electrics on it? Wouldn't this make this corridor the next candidate for high speed rail? I mean, the infrastructure is already there. Obviously, welded rail would be needed, and upgrading the overhead wires, but it's easier than building high speed rail from scratch!

This is just an outside observation- I haven't been on the Keystone corridor yet. I don't know what the conditions are like. I hope they can upgrade it and start running all-electric on this corridor so we can have Acelas outside of the BOS-WAS line.

The Empire Service corridor is being upgraded for high speeds, but they have a long way to go, considering there's no overhead line. I think there may be some track with a third rail used by Metro North. It seems to me that Pennyslvania has a better chance of high speed rail before New York does. When the ALB-NYP line is done, we'll have deisels running at 125mph.

You learn something new everyday!

-Tim

lakeshorelimited wrote:
>
> When the ALB-NYP line is done, we'll have deisels running at 125mph.
>
> You learn something new everyday!

Yes we do! Such as the fact that none of Amtrak's diesels can go faster than 110! <G>

The paper said they'll have trains running at 125mph without an overhead catenary if I recall correctly! What locomotives will they use to reach that speed?

Here is the original plan:

Subj: Amtrak, PennDOT Announce $140 Million Plan For...
Date: 11/8/99 4:59:49 PM

Amtrak, PennDOT Announce $140 Million Plan For High-Speed Rail on Keystone
Corridor

HARRISBURG, Pa., Nov. 8 /PRNewswire/ -- Pennsylvania Lt. Gov. Mark Schweiker
and Amtrak President George Warrington today announced a $140 million
high-speed rail funding agreement that will cut travel times on the Keystone
Corridor between Harrisburg and Philadelphia to 90 minutes.

"High-speed rail is coming to Pennsylvania, moving the Keystone State to the
forefront nationally of states that have turned to passenger rail to attract
new jobs," said Schweiker. "In a competitive economy, no one can afford the
cost of mounting traffic congestion. Through wise investment in passenger
rail, we will cut through congestion and keep our economy on the move."

Schweiker announced the five-year agreement, in which both Amtrak and the
state will each provide $70 million, during ceremonies at the Harrisburg
Transportation Center with Warrington, state Secretary of Transportation Brad
Mallory and Amtrak Northeast Corridor President Stan Bagley.

A prototype Acela Regional train, representative of the totally redesigned
trains that will be phased into service on the Keystone Line starting next
summer, was on display. The agreement will feature:

* all-electric train service on the Amtrak-owned Keystone Line.

upgraded tracks and signals to provide 90-minute service between

Harrisburg and Philadelphia, shortening the trip by nearly a half hour

and providing a faster trip than by car. New York will be within three

hours of Harrisburg with direct service through Philadelphia.

* construction of a new intermodal station at Harrisburg International

Airport and station improvements at Lancaster, Harrisburg and

Elizabethtown.

* a commitment by the Pennsylvania Department of Transportation (PennDOT)

to improve safety at the three remaining highway crossings on the line.

The agreement includes $41.5 million for electric locomotives and upgraded
passenger cars, $40 million to replace old wooden ties and install continuous
welded rail, $20 million to upgrade the signal system, $15 million to
rehabilitate the overhead electric power system, $10 million for bridge
repairs and $5 million for station construction.

"In short, we're looking at the largest infusion of capital in the Keystone
Line since the days of the Pennsylvania Railroad," said Schweiker.

"The Keystone Line is one of the fastest growing corridors in the Amtrak
system, a testament to the partnership we have forged with Governor Tom Ridge
over the past five years," said Amtrak's Warrington. "As today's Keystone
Service transforms next year into Acela Regional service, our customers will
experience not only faster travel, but dramatically refurbished trains,
improved stations and a commitment by Amtrak to raise the quality of service
we deliver every day."

Since Amtrak and the Ridge Administration negotiated an agreement in early
1995 to save Keystone Service, ridership has skyrocketed from less than
400,000 a year to nearly a million. Keystone was the fastest growing Amtrak
service in the Northeast during Amtrak's 1999 budget year, growing 17.5
percent.

"We made the right decision in 1995 to invest in Keystone Service and we're
making the right decision today to carry that success a big step further,"
said Mallory. "Passenger rail offers business travelers and commuters
downtown-to-downtown service that not only is faster than driving, but
friendlier to the environment. In addition, the new link with HIA will
improve both air and rail service to the capitol region."

The Pennsylvania agreement is the latest in a series of recent state
announcements of investment in high-speed rail corridor planning and
development. Wisconsin Gov. Tommy Thompson, who chairs Amtrak's board of
directors, announced an agreement between Wisconsin, Illinois, Michigan and
Amtrak to purchase high-speed trains to provide 110 mph service in the three
Midwest states. Virginia Gov. Jim Gilmore announced plans to step up
development of the Richmond-Washington high-speed rail corridor.

As part of Amtrak's rebranding of all its Northeast services as Acela,
Keystone Service next year will become Acela Regional.

"What that means for our customers will be refurbished trains with more
comfortable seats, added storage space, improved restrooms, family seating
areas and faster electric service," said Bagley. "On-board service and
reservations will continue to improve."

Amtrak now operates eight roundtrip Keystone trains daily between Harrisburg
and Philadelphia, of which seven also serve New York. In addition, the long
distance Pennsylvanian and Three Rivers trains operate roundtrip daily
between Philadelphia, Harrisburg, Pittsburgh and Chicago.

Stations along the 104-mile line include Ardmore, Paoli, Exton, Downingtown,
Coatesville, Parkesburg, Lancaster, Mount Joy, Elizabethtown and Middletown.
The line enjoys strong ridership in both directions throughout the day
because of the endpoints of New York and Philadelphia to the east, and
Lancaster and Harrisburg to the west.

SOURCE Amtrak

CO: Amtrak; PennDOT

Firstly, the papers are not to be trusted. I was thinking the Turboliners might be an exception, but do they even take the same fuel as the regular road diesels?

According to a video I have about the MK-rebuilt Turbo (the one still running today), the Turbos run on No. 2 Diesel. The ANF-Frangeco Turbos from France ran on conventional jet fuel. Why that was, I don't know.